WO2004024490A1 - Chaine de transmission de vehicule automobile et procede pour commander une chaine de transmission - Google Patents

Chaine de transmission de vehicule automobile et procede pour commander une chaine de transmission Download PDF

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Publication number
WO2004024490A1
WO2004024490A1 PCT/DE2003/002761 DE0302761W WO2004024490A1 WO 2004024490 A1 WO2004024490 A1 WO 2004024490A1 DE 0302761 W DE0302761 W DE 0302761W WO 2004024490 A1 WO2004024490 A1 WO 2004024490A1
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WO
WIPO (PCT)
Prior art keywords
drive train
driver
behavior
management
motor vehicle
Prior art date
Application number
PCT/DE2003/002761
Other languages
German (de)
English (en)
Inventor
Gregor Probst
Oliver Nelles
Martin Rampeltshammer
Matthias Deiml
Original Assignee
Siemens Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Priority to DE50307661T priority Critical patent/DE50307661D1/de
Priority to JP2004534975A priority patent/JP4204549B2/ja
Priority to EP03747805A priority patent/EP1534554B1/fr
Publication of WO2004024490A1 publication Critical patent/WO2004024490A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B60W40/09—Driving style or behaviour
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/06—Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
    • B60T2220/02—Driver type; Driving style; Driver adaptive features
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0013—Optimal controllers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/043—Identity of occupants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/30—Driving style
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F02N2200/104—Driver's intention to turn, e.g. by evaluating direction indicators
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a drive train according to the preamble of claim 1 and a method according to the preamble of claim 5.
  • the drive train includes at least one drive motor, an automatic transmission, and controls associated with these components, as well as a drive train management system which has driver and situation detection ,
  • a known drive train of a motor vehicle with an engine, a crankshaft starter generator, a hydrodynamic torque converter and an automatic transmission has a higher-level drive train control, which contains driver and situation detection, condition control and torque management (WO 03/049969 AI)). It performs the following functions: a start-stop operation, an amplification of the engine torque, a rolling of the motor vehicle when the drive train is not friction-locked and a regenerative braking operation.
  • the internal combustion engine is switched off after a specified waiting time if neither a drive torque nor a braking torque is requested from the internal combustion engine during the waiting time after the drive train has opened (WO 02/063 163 AI).
  • Powertrain management is an integral part of a modern powertrain. It coordinates all components that influence the longitudinal dynamics of a motor vehicle. These components include, among others, an internal combustion engine, a starter generator, a battery, optionally also capacitors or other energy storage, a braking system, and all electrical units and all auxiliary units hanging on the V-belt as well as the gearbox. It is desirable to adapt the powertrain management to the wishes and habits of the individual driver.
  • a typical example of the disadvantage of a lack of individualization is the behavior after the driver quickly removes the accelerator pedal.
  • Both approaches make it possible to save energy overall, but the driving behavior is significantly different. So far, one of the possible approaches has always had to be firmly implemented, which may have discouraged customer groups with a different preference.
  • the invention is based on the object of providing a motor vehicle drive train and, in particular, a method for controlling such a drive train, which enable the drive train management to be individually adapted by and to the driver.
  • the drive train management contains an adaptation device, by means of which the control behavior of the drive train is adapted to the respective driver of the motor vehicle.
  • the stated object is also achieved according to the invention by a method in which the drive train management is individually adapted to the driver of the motor vehicle.
  • each driver can adapt the strategy and the parameters of the integrated drive train control system to his requirements, expectations and preferences explicitly by setting parameters or implicitly by his driving behavior. Through this individualization, a significantly increased customer satisfaction and acceptance is achieved with the drive train control according to the invention.
  • Figure 1 shows a drive train according to the invention in a schematic representation
  • FIGS. 2A-2D show the flowchart of a program which is processed in the drive train according to FIG. 1 with a learning function "sailing and regenerating";
  • FIGS. 4A + 4B show the flow diagram of a program which is processed in the drive train according to FIG. 1 with a learning function “start-stop”, including the parameters and numerical values used therein.
  • a drive train AS of a motor vehicle has an internal combustion engine 1 which is of conventional construction and which is therefore only shown schematically.
  • the internal combustion engine 1 is controlled by an electronic engine control (EMS) 2 controlled, which can also take over the function of an electronic throttle valve control (ETC).
  • ETC electronic throttle valve control
  • the internal combustion engine 1 is connected via a shaft to an electric motor in the form of an integrated starter generator (ISG) 3, by means of which an energy store 4, for example in the form of a battery, can be charged while the internal combustion engine 1 is running.
  • ISG integrated starter generator
  • the energy store 4 can also be designed as a fuel cell or as a high-performance capacitor (in the form of so-called UltraCaps).
  • the integrated starter generator 3 can be used for starting. It is designed here as an asynchronous machine, but it can also be designed as a synchronous machine or a DC motor.
  • the integrated starter generator 3 is controlled by an ISG control unit (ISGS) 5.
  • ISGS ISG control unit
  • a clutch not shown here, can be arranged between the internal combustion engine 1 and the integrated starter generator 3, which makes it possible to separate the internal combustion engine 1 from the rest of the drive train AS. This enables one
  • a clutch 6 is arranged in the drive train AS, through which the internal combustion engine 1 and the integrated starter generator 3 can be connected to and separated from a transmission 7.
  • the clutch 6 is depending on
  • Vehicle configuration for example, as a dry clutch or as a converter lock-up clutch.
  • the clutch 6 and the transmission 7 are controlled by an electronic transmission control (EGS) 8, wherein the electronic transmission control 8 can set different transmission ratios of the transmission 7. Switching between the different gear ratios is done by the electronic ronic transmission control 8 automatically by this controls the clutch 6 and the actuators of the transmission 7, not shown here.
  • EGS electronic transmission control
  • a transmission with a continuously adjustable transmission ratio can also be used.
  • the transmission 7 can be designed as a conventional automatic transmission with a planetary gear set, as an automated (automatic) manual transmission or as a double clutch transmission.
  • the drive train is connected to the wheels 9 of the motor vehicle via a differential, not shown, of which only one is shown in FIG. 1.
  • a cross-system drive train management (IPM) 12 receives as input signals via lines 13 and 14 signals which characterize the driver's wish with regard to a drive torque and a braking torque. These signals can be obtained, for example, by evaluating the positions of an accelerator pedal 15 and a brake pedal 16. A signal that characterizes the state of charge of the energy store 4 is also transmitted to the drive train management 12 via a line 17.
  • Further signals are supplied to the drive train management 12 by sensors 18 symbolically combined to form a block and possibly also data from the decentralized control devices 2, 5 and 8 or from external signal sources, for example from a GPS receiver, or also data from navigation systems which are complete Enable determination of the current operating situation.
  • This data is sent to the drive train management 12 via an interface 19, which in turn outputs information for the driver to a display unit (hereinafter also referred to as the driver information system) 20.
  • the drive train management 12 contains an adaptation device 21, by means of which the control behavior of the drive train AS - as will be explained later - is adapted to the respective driver of the motor vehicle.
  • a situation detection circuit 22 a series of input signals are evaluated and from them parameters and parameters are calculated which are characteristic of the driving state of the motor vehicle, the behavior of the driver and the operating mode of the drive train.
  • a detection circuit is described in the publication WO 02/063163 AI.
  • the drive train management 12 carries out a coordinated calculation of the central operating parameters of the drive train AS. For example, transmission ratios and target torques for the drive units, but also the type of drive and operating points are defined in drive train management 12. This information is supplied to the decentralized controls or control devices 2, 5 and 8 in the form of control signals. The controls or control devices 2, 5 and 8 then generate control signals for the individual units or components of the drive train AS.
  • the drive train management 12 is shown in FIG. 1 as an independent control unit, but can also be integrated into one or more of the decentralized controls or control devices 2, 5 or 8.
  • the decentralized control devices 2, 5 and 8 are also shown as independent control units, but they can be combined in any way in one or more multifunctional control devices.
  • Both a drive torque and a braking torque can be requested from the internal combustion engine 1.
  • the internal combustion engine can also deliver a torque for operating auxiliary units, for example an air conditioning system.
  • the drive train management 12 can be individually adapted by the driver.
  • the visualization takes place by the driver explicitly entering data, parameters or status information, for example via an infotainment system, by voice input, etc. via the interface 19.
  • driver behavior can also take place indirectly through driver behavior.
  • selected driver reactions - accelerating, braking, "plus” or “minus” buttons or operating a lever, etc. - are interpreted as a driver request regarding driveline management. If the same or at least similar driver behavior is observed very frequently in response to the same or similar situations - a so-called consistent behavior - the drivetrain management 12 learns from this by changing or reconfiguring corresponding parameters or status data. Specific examples of this are described below.
  • Such a procedure of the powertrain management 12 "freezes" the learned behavior more and more and places ever higher demands on relearning.
  • the driving behavior thus stabilizes itself more and more relearning is almost only possible by a reset to the initial or default calibration, which also resets the learning ability to its initial values.
  • a sailing-regenerating function and the automatic start-stop function of the drive train AS are configured.
  • the time between vehicle standstill and combustion engine stop is set as a parameter. This can be done by directly entering a time period between a minimum and maximum value. Pressing a minus button, pulling a lever or the like is interpreted as the driver's wish to stop the internal combustion engine. Pressing a plus button, releasing the brake or depressing the accelerator pedal is interpreted as a wish to start the internal combustion engine again.
  • the time between a vehicle standstill and the combustion engine stopping is reduced by a predetermined value when the minus button is pressed - while the combustion engine is still running but the vehicle is already stationary. Conversely, the time is extended if a desire to start the internal combustion engine is briefly observed, for example defined by a calibratable time period, after the internal combustion engine has stopped.
  • the behavior of the drive train management AS is configured after the accelerator pedal is released. The following reactions are possible:
  • the driver can set the desired reaction and, in the case of the reaction alternative d), indicate the strength of the regeneration.
  • the reaction desired by the driver can also be inferred from his behavior and thus learned in the long term. Since the delay effect of the reactions from a) to d) continues to increase, braking in this situation can be interpreted as a request for more delay and thus in the direction of reaction d). Conversely, accelerating can be interpreted as a desire for less deceleration and thus in the direction of reaction a).
  • reaction a) to b), or from b) to c), or from c) to d) changed. If reaction d) is already configured, the strength of the
  • the brake assistance function that is to say to support the braking action of the brake, is configured with an increased engine braking action (in a lower gear) and / or with a braking action of the generator (by recovering energy).
  • Starting the vehicle is configured, for example, by starting in 1st or 2nd gear - with or without the support of the electric motor 3.
  • FIGS. 2A to 2D The flowchart of a program (algorithm) for the drive train, which can be seen in FIGS. 2A to 2D, is processed in the drive train management 12 as a learning function "sailing and regeneration".
  • Figures 2B, 2C and 2D are continuations of Figure 2A, they each follow the previous figure below.
  • the program includes the following steps:
  • a query is made as to whether a "sailing" situation has been recognized, that is to say whether the vehicle speed is above a predetermined threshold and the accelerator pedal deflection is 0%. If the answer is no, it is done a return to step S2. If the answer is yes, a query is made in a step S5 as to whether the drive train is in the sailing mode. If the answer is yes, the clutch 6 is opened in a step S6 and a counter value Z3 is incremented. After that, in one step
  • step S2 The driver is informed of the driving situation with the display unit and then jumps back to step S2.
  • step S5 the system returns to step S8. If the answer to query S5 is no, then in one step
  • step S8 a return is made to step S8.
  • step S17 queried whether to accelerate immediately, since the time since the upshift is less than t6. If no, a jump is made to step S17. If so, it will be in one step
  • Counter value Z5 is less than a consistency rate Q8 and counter value Z5 is greater than a threshold S6. If so, it will be in one step
  • step S24 an inquiry is made as to whether there is immediate braking, since the time span since the upshift is less than t7. If so, a counter value Z8 is incremented in a step S25 and a query is made in a step S26 as to whether a counter value Z8 divided by the counter value Z7 is greater than a consistency rate Q7 and the numerical value Z7 is greater than a threshold S7. If not, the system returns to step S8. If yes, the mode "regeneration" is switched over or switched over in a step S27 and a return is then made to step S8. If the answer to query S24 is no, this is done in one step
  • step S27 a query as to whether there is an immediate throttle, since the time since the upshift is less than a time span t8. If not, the process jumps to step S27. If so, it will be in one step
  • step S8 queried whether the counter value Z8 divided by the counter value Z7 is less than a consistency rate Q8 and the counter value Z7 is greater than a threshold S8. If not, the system returns to step S8. If so, it will be in one step
  • Counter value Z9 incremented.
  • a step S34 is queried whether there is immediate braking because the
  • a query is made as to whether the regeneration strength is less than or equal to zero or whether the counter value Z10 divided by the counter value Z8 is less than a consistency rate Q10 and the counter value Z9 are greater than a threshold SlO.
  • step S39 a switch is made to the "hold gear” mode in a step S39.
  • step S39 or step S32 * a cycle of this program has been processed, and then a new program cycle can be run through.
  • FIG. 3 contains tables with numerical examples of five different groups of parameters and other data which are used in the program according to FIGS. 2 and 3:
  • the initial values or initial values are variables which are described with the numbers listed when the program is started or restarted.
  • the parameters t2, t3, t5 - tlO represent times which mathematically exactly define what one would colloquially call "immediate reaction”. This determines whether the driver immediately reacts to an action of the vehicle, such as "engine off” or “strong deceleration” due to strong regeneration. The driver can be allowed a little more reaction time after an "engine off” than after a “strong deceleration” because the "engine off” is not perceived as quickly. In this case, individual times are defined for the definition of the different types of "immediately”. In the illustrated numerical example, however, for the sake of simplicity, they are all set the same.
  • the parameters t3, ... tlO are time periods that are checked by the program. With the consistency ratios Q3, Q5. ... Q10 achieves the following: Some IPM parameters or modes can be changed if the driver behaves consistently in a way that suggests such a change. Only when the
  • Counter value Z3 is shown in a table. The larger the counter value Z3, the higher the consistency ratio Q3 demands from the powertrain management. The other consistency rates have the same or similar behavior.
  • the flowchart of another program (algorithm) for the drive train which can be seen in FIGS. 4A and 4B, is processed in the drive train management 12 as a learning function “start-stop”.
  • the program includes the following steps: 540 In a start step, initial values for the time periods tl and t2, for time period changes dtl, dtla and dtlb are set, and the counter values ZI and Z2 are set to zero. In one step
  • a query is made as to whether a situation of stopping has been detected, a standstill of the motor vehicle and an actuation of the brake being recorded. If no, the process returns to step S41. If so, it will be in one step
  • step S41 543 asked whether a start-stop function is enabled via calibration parameters. If no, the process returns to step S41. If so, it will be in one step
  • step S50 the counter values ZI and Z2 are reset to zero. Then there is a return to step S41. If the answer to query S47 is no, then in one step S50 maintain the start-stop waiting time and jump back to step S42.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mathematical Physics (AREA)
  • Physics & Mathematics (AREA)
  • Human Computer Interaction (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

La présente invention concerne une chaîne de transmission (AS) de véhicule automobile comprenant au moins un moteur d'entraînement (1), une boîte de vitesses automatique (9) et un système de gestion de chaîne de transmission (20) qui présente un dispositif de reconnaissance de conducteur et de situation (31). Le système de gestion de chaîne de transmission comprend un dispositif d'adaptation (21) qui sert à adapter le comportement de la chaîne de transmission (AS) au conducteur respectif de l'automobile.
PCT/DE2003/002761 2002-09-04 2003-08-19 Chaine de transmission de vehicule automobile et procede pour commander une chaine de transmission WO2004024490A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE50307661T DE50307661D1 (de) 2002-09-04 2003-08-19 Antriebsstrang eines kraftfahrzeugs und verfahren zum steuern eines antriebsstrangs
JP2004534975A JP4204549B2 (ja) 2002-09-04 2003-08-19 自動車のドライブトレーンおよびドライブトレーンの制御方法
EP03747805A EP1534554B1 (fr) 2002-09-04 2003-08-19 Chaine de transmission de vehicule automobile et procede pour commander une chaine de transmission

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10240901 2002-09-04
DE10240901.3 2002-09-04

Publications (1)

Publication Number Publication Date
WO2004024490A1 true WO2004024490A1 (fr) 2004-03-25

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Application Number Title Priority Date Filing Date
PCT/DE2003/002761 WO2004024490A1 (fr) 2002-09-04 2003-08-19 Chaine de transmission de vehicule automobile et procede pour commander une chaine de transmission

Country Status (4)

Country Link
EP (1) EP1534554B1 (fr)
JP (1) JP4204549B2 (fr)
DE (1) DE50307661D1 (fr)
WO (1) WO2004024490A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8784266B2 (en) 2011-04-20 2014-07-22 Ford Global Technologies, Llc Method for operating an automatic start/stop system in a vehicle
US9499153B2 (en) 2012-04-16 2016-11-22 Ford Global Technologies, Llc Method for changing from a coasting or free-rolling mode of a motor vehicle to a fuel cut-off mode
ITUB20161013A1 (it) * 2016-02-24 2017-08-24 Magneti Marelli Spa Veicolo stradale ibrido provvisto di un cambio a controllo elettronico

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008540223A (ja) * 2005-05-11 2008-11-20 バイエリッシェ モートーレン ウエルケ アクチエンゲゼルシャフト 複数の機能システムを備えた動力車両を作動させる方法
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US9499153B2 (en) 2012-04-16 2016-11-22 Ford Global Technologies, Llc Method for changing from a coasting or free-rolling mode of a motor vehicle to a fuel cut-off mode
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JP2005537178A (ja) 2005-12-08
DE50307661D1 (de) 2007-08-23

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